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The bunkering boat Sterling Energy after delivering fuel to the Dutch tanker Stella Polaris. Wow . . . Sterling Energy is Turkish built in 2002.
Pusher-tug Victorious with her asphalt tanker-barge John J. Carrick. Victorious was built in China in 2009.
Again, John, thanks for these photos and a glimpse of Hamilton and the vessels that work there.
American Narrows is not a political statement; it’s a geographical location in the St. Lawrence River between mainland Jefferson county and Wellesley Island, which is divided between the US and Canada. The River is narrow but deep, with fast currents and hard rock. The Thousand Islands Bridge, in most of these shots, spans the Narrows.
Check out Nordana Emma‘s port history, headed here from Ontario to Tunisia.
The international boundary goes through here just to the right of that boat house in photo center, Flat Huckleberry Island (US) to the left and Gig Island (Canada) to the right.
To digress, we are a few miles from the Narrows, but the islands are so beautiful, although some of the names seem intended to terrify. Below is Deathdealer Island. Other nearby islands with inhospitable names include Bloodletter and Axeman. In spite of the name, over 1000 of the islands are inhabited, and two with stunning construction are Dark Island and Heart Island. But I’ll just stop the digression here.
For an itinerary as ambitious as Nordana Emma‘s, check Federal Danube‘s port history.
Note Rock Island Light on the horizon lower left.
Below, Federal Danube crosses Nordana Sarah right off Clayton NY. Again, notice the port history of Nordana Sarah.
Unlike the vessels above, Algoma Guardian is now confirmed to the Great Lakes watershed ports, although she was built in Croatia.
Tug Wilf Seymour and barge Alouette Spirit have appeared on this blog before, always together. Wilf Seymour was launched in 1961 as M. Moran in Port Arthur, TX.
All photos taken last week by Will Van Dorp, who’s grateful to Jake Van Reenen of Seaway Marine Group for conveyance.
The 94′ Red Star tug Ocean Queen, Bushey-built in 1941, towing the barge Bouchard No. 110 with 20,000 barrels of petroleum, was going up the East River on 12 March. The 572′ tanker Four Lakes, (likely not the ESSO tanker shown here) was going south when she rammed the Ocean Queen just below Hell Gate. The captain of Ocean Queen was lost; four other crew were rescued, and the barge did not sink. Click here to find the “findings of fact and conclusions of law” by Judge Motley, September 1974. Unrelated, Four Lakes was lost in February 1972 when it exploded during tank cleaning 60 miles off Galveston.
Click here (and scroll) for a photo of this tug–Lac Manitoba–taken in May go this year. In June, Lac Manitoba was one of two tugs that capsized in Cornwall, ON, sucked under while working upstream of a spudded barge.
I also took a photo of Lac Manitoba here seven years ago in Ogdensburg, NY.
Many thanks to Harry Thompson for the top photo and to Jan van der Doe for the bottom one.
Here was “springtime.” All the following photos taken by Jake Van Reenen this past summer show the variety of cargoes moved.
Many thanks to Jake for use of these photos.
If you haven’t read it yet, here’s my Professional Mariner article on “barging” in the area of the St. Lawrence River called the Thousand Islands. Since there’s plenty of reading there, I’ll just make this mostly a photo post. LCM owner Jake Van Reenen took all but the last three photos in this post.
In February, the LCM and everything else “afloat” is actually ice-trapped. Folks who live year-round on the islands travel by snow machine.
By late March, the ice has turned to liquid, and navigation starts to resume on the Seaway.
It’s April and houses on the islands need a visit from the fuel truck.
In May, folks from “away” begin to return, sometimes bringing their own supplies.
All manner of vehicles travel to the Islands in early June, when
I visited. The photos below I took . . .
As we traveled with an empty fuel truck back to Clayton, we took the stern of
Vikingbank, headed upbound for Duluth!! for grain.
Captain Jake and deckhand Patsy Parker.
Summer and early fall photos from Seaway Marine Group will follow.
Here’s an index for the previous in the series.
I got this photo in July 2003 in Oswego, the 1943 Bushey tug WYTM-71 Apalachee. I haven’t seen it since, although it was at one time in Cleveland. Anyone know if it’s still there?
Here’s another Great Lakes tug, for now. This photo of James A. Hannah was taken by Jan van der Doe in Hamilton harbor in late May 2015. I posted it here then in this larger context. And here in February 2012, thanks to Isaac Pennock. Now I knew that James (LT-820, launched July 1945) was a sister to Bloxom (LT-653) and that the Hannah fleet had been sold off in 2009 in a US Marshal’s sale, but I hadn’t known until yesterday that the CEO of the Hannah fleet–Donald C. Hannah–was Daryl C. Hannah’s father!! That Daryl Hannah! But it gets even better, there once was a towboat named Daryl C. Hannah! Anyone know what became of it? Last I could find, it was on the bank of the Calumet River used as an office. Updates?
As you can tell, this photo was taken in the East River. It was July 2009 that Marjorie B. McAllister escorts Atlantic Superior as it heads for sea. Any ideas where Atlantic Superior is today? Actually, I know this one . . . after a long and eventful life, she powered herself over to China this year to be scrapped.
I haven’t seen Bismarck Sea here in quite a while, but last I knew, she was operating in the Pacific Northwest.
King Philip . . . went to Ecuador around 2012; Patriot Service is still working in the Gulf of Mexico, I believe.
Thanks to Jan van der Doe for the Hannah photo; all others by Will Van Dorp.
By the way, it was rewatching The Pope of Greenwich Village that got me to wonder about Daryl Hannah.
I’ve never been to St. John, but Justin Zizes has recently on a voyage from the sixth boro, and he sent along these photos, ones that give a snapshot of one moment on a track into port. The pilot boat meeting the ship was Capt. A. G. Soppitt.
Atlantic Spruce is Canadian built.
Some other Atlantic Towing Limited (hardly limited!!) vessels at the base: From right to left: Atlantic Bear, Spitfire III, Atlantic Beaver, and Atlantic Hemlock.
Again, thanks to Justin for these photos. And let me reiterate that I’m really happy about the collaboration on tugster these days, especially these days that I’m busy like crazy with an endeavor I don’t want to talk about yet. It’s good. I’d be interested in a series of ports to which vessels sail from the sixth boro, as is the case with St. John.
A jolly tar sent me some photos that could be a continuation of Other Watersheds 17. He was there recently, and these photos add to my desire to get back up there, since it’s been 25 years since I last saw this place.
Note the pilot boat. Now I’ll use his words: “MAERSK PALERMO northbound on St. Lawrence possibly bound for Nova Scotia or proceeding to sea.
Bridge in background connects mainland to Ile D’Orleans. River SMOKES when it ebbs – 5+KTS.”
To see Ocean Charlie (1973) in exactly the same location in February, click here. Quebec City has an average January temperature of 9 F, compared with 30 for the sixth boro. If you want cold, go up to Quebec’s north country to Inukjuak, where the average January temperature is -12 F.
Ocean Echo II (1969) is a pin boat.
Ocean Guide returns from a call, fighting a current.
From a month ago, here are some other Ocean tugs, these in Hamilton.
For the entire Ocean tugboat fleet, click here.
Again, many thanks to the jolly tar.
As an example of how large this watershed is, the photo below was taken on June 2; at that point Vikingbank was inbound from Sweden upbound near the intersection of the St. Lawrence and Lake Ontario and headed for Duluth. It arrived in Duluth to load grain only June 15!! Click here for a site that demonstrates just how huge this watershed is.
Click here, here, and here for some posts I did between Lake Ontario and Montreal, location of the retired LaChine Canal, where the retired Daniel McAllister is on display. To the right in the photo are the elevators that dominate the old city waterside.
South of the elevators these vessels were docked. I know . . . it’s a poor quality photo, but I’m hoping someone can identify the sailing vessel to the left.
Also, this container assemblage in the park is the jumping off point for some
beefy looking “get wet” boats. “Saute moutons” literally means “jump sheep.”
Farther downriver in Trois-Rivieres, Chaulk Determination appears to be in limbo after a serious incident half a year ago.
And in the interest of time, let’s leave the St. Lawrence here for now.
All photos by Will Van Dorp.
Back to the jaunt in the St Lawrence watershed, specifically my itinerary was from Clayton mainland to Grindstone Island, then return to the mainland, then southwest to Cape Vincent, and then to Kingston, Ontario. To get to Kingston from Cape Vincent involves two ferries: one from Cape Vincent to Wolfe Island in Canada and then after a 20-minute drive across Wolfe, another ferry from Marysville to Kingston. Here’s a map.
In an archipelago like the Thousand Islands (actually I read there are over 1800 islands fitting the parameters that an “island” remains above the water all year round AND has at least one tree), boats are ubiquitous and landing craft like these two are invaluable. Summer populations swell the numbers of residents. Historically, a lot of the wealthy from centers like NYC came up here and built big. The island out beyond the two LCM-8s here is Calumet Island, and that tower is the only significant remnant of Calumet Castle, built by Charles Emery, a tobacco entrepreneur from Brooklyn. Click here and here for more info about Emery, just one of the players here during the Gilded Age.
In this watershed, pilotage is provided by a total of five providers. The pilot boat below is at the Cape Vincent station of the St Lawrence Seaway Pilot Association. Notice how clear the water is.
M/V William Darrell has operated as ferry between Cape Vincent and Wolfe Island since 1952! Its dimensions are 60′ x 28,’ and later in this post you’ll understand why I’m telling you that. Scroll through here and you’ll learn that the H on the stack stands for Horne; the Horne family has been operating the ferry since the 1820s, . . . almost 200 years. Click here and scroll to see this ferry with a Winnebago on it a few years ago.
The Wolfe Island wind farm has operated since 2009.
Frontenac II, 1962 built, has dimensions of 180′ x 45′.
Island Queen and other vessels take passengers through parts of the archipelago.
Of course I found one, although there was no name.
On leg 1 of my return to Cape Vincent aboard Frontenac II, I saw four vessels like this with . . . lunker? rig.
When I got back to M/V William Darrell, there was just me, until this bus pulled up. But the ferry crew took in stride what would have me worried.
We crossed, and all went without incident.
The only downside was that the bus drove off first, straight to the immigration both, and I spent a good 20 minutes as the passengers’ documents were checked. Had the immigration waved me through first, I could have been halfway to Watertown before the bus cleared.
All photos by Will Van Dorp, who might not post for a few days because the
gallivant work trip downstream goes on.